Carbureter for internal-combustion engines using heavy oils



F. GRENIER.

CARBURETER FOR INTERNAL COMBUSTION ENGINES USING HEAVY OILS.

/ APPLICATION FILED DEC. 19, I918.

1 ,35 1 1 O4. a nt d Aug. 31, 1920.

' 4 SHEETS-SHEET l- INVENTDP awnin 6 7 4 I 1 ZLM K ATTUFQJEy F. GRENIEH. CARBURETER FOR INTERNAL COMBUSTION ENGINES USING HEAVY OILS.

APPLICATION FILED DEC. [9, 1918.

Patented Aug. 31; 1920.

4 SHEETS-SHEET 2.

INVENTUR j gind 06 71 127 2a fifliwg Amway F. GRENIEB. CARBURETER FOR INTERNAL COMBUSTION ENGINES USING HEAVY OILS.

APPLICATION FILED DEC. 19. I918.

Patented Aug. 31, 1920.

4 SHEETS-SHEET 3.

AIILIP NEI F. GRENIER.

CARBURETER FOR INTERNAL COMBUSTION ENGINES USING HEAVY OILS.

APPLICATION FILED DEC. i9, 1918.

Patented Aug. 31, 1920 4 SHEETS-SHEET 4.

INVENTEIN jzrnaazd 6 7 a nje 7" m flmzw zl/ AITEIIINE) UNITED STATES PATENT OFFICE.

FERNANID GRENIER, or NANrns, rnaNcE, ASSIGNOR T0 LA socrn'rn ROBIN, GRENIER VIDY & G. ZWINGELSTEIN, or NAN'TES, FRANCE.

CARBURETER FOR INTERNAL-COMBUSTION ENGINES USING HEAVY O ILS.

Specification of Letters Patent.

Patented Aug. 31, 1920.

Application-filed December 19, 1918. Serial No. 267,525.

To all whom it may concern Be it known that I, FERNAND Gunmen, citizen of the Republic of France, andresident of Nantes, France, (aost-office address No. 101 Rue des Hautsavs), have invented a new and useful Carbureter for Internal-Combustion. Engines Using Heavy Oils, which improvements are fully set forth in the following specification.

The present invention relates to carbureters for internal combustion engines using heavy oils; and it resides in the provision of an improved carbureter of the character indicated which is so constructed as to be capable of application to any standard engine, the usual gasolene carbureter being retained and used generally for starting purposes.

An embodiment of the invention is illus trated .in the accompanying drawing, in which:

Figure 1 is an axial vertical sectional view of the improved carbureter;

Fig. 2 is a horizontal section;

Fig. 3 is a transverse vertical section;

Fig. t is a transverse section taken through the coal chamber;

Fig. 5 is a detail sectional view of the water sprayer;

Fig. 6 is a similar view of the oil sprayer and its connected float chamber;

Figs. 7 and 8 are horizontal and vertical sectional views, respectively, of the union which connects the heavy oil carbureter with the gasolene carbureter; and

Fig. 9 is a diagram showing the assemblage.

Referring more particularly to the drawing, 1 indicates, generally, the heavy oil carbureter which, as shown, comprises a substantially cylindrical metal casing 2 provided intermediate its ends with opposed ports 3 and 4 in which are fitted the ends of the two sections 5, 5 of the exhaust pipe leading from the engine, either of said ports serving as the inlet for the hot exhaust gases, and the other as the outlet therefor.

Within the interior of the casing 2 there is arranged a vaporizer 6, the side walls 6 of which are connected together by spaced. horizontal partitions 6' which are formed integral with said walls and are so disposed as to provide a tortuous passage or conduit opening at one end through a port 7 in the top wall'of the casing'and having at the other end an inlet funnel 8 for supplying the primary air employed in connection with the heavy oil to form the fuel. The funnel 8 is open to the atmosphere, while the port 7 receives it in one end of a delivery pipe 9 which is connected at its other end with the intake manifold 10 of the engine in the manner subsequently explained. The conduit 6 terminates an appreciable distance from the front end of thecasing 2, and its side walls 6 are spaced from the opposite side walls of said casing, so that channels or spaces 11 are provided which inclose the sides and front end of the conduit and through which the hot exhaust gases from the engine travel (see Figs-1 and 2).

The heavy oil to be utilized as fuel is stored in a container (not shown), and is supplied therefrom through a pipe 12 (Fig 9) to a constant-level tank or chamber 13, which is attached in some suitable manner to the rear end of the casing 2 immediately adjacent the funnel 8. The tank 13 has associated with it a sprayer 14 (Figs. 1 and 6) which communicates with the inlet end of the conduitG; the quantity of oil supplied to said conduit, as well as the quantity of air passing through the funnel, being regulated by means of an adjustable throttle 15. Hence, the oil, which is drawn into the conduit in an automized state, will be entrained in and mixed with the air just be fore entering the conduit; and it is this mixture of air and automized oil which is drawn through the conduit the suction of the engine and subjected to the heating action of the hot exhaust gases circulating through the channels 11, the action of the heat tending to expand the entrained oil. so that by the time the mixture reaches the outlet port 7, after having traveled forward and backward through the sections of the conduit, it will be in a substantially vaporized state.

Immediately in advance of the front end of the vaporizing conduit 6, there is arranged a water vaporizer 16 (Figs. 1, 2 and 1 comprising a semi-cylindrical. chamber having a charging opening at its top which is closed by a threaded cap 17, and having at its top a threaded nipple 18 providing a water inlet; the interior of the chamber being designed to contain a mass of coal jacent walls of the casing 2 to enable the. hot exhaust gases to pass entirely around it,

these spaces forming continuations of the channels 11 (Fig. 2), so that hot exhaust gases will be free to act on the wall of the chamber, heating the same and the coal therein. The upper portion of the said chamber communicates by way'ot apassage 26 with the outlet end of the vaporizing conduit 6; from which it follows that a slight-suction action will be exerted in the coal chamber. The water supplied to the chamber by pipe is converted into steam on coming into contact with the heated coal,

7 as well as with the wall 01 the chamber; and

this steam, together with any volatile products which may be driven off from the coal, will be drawn out through passage 26 into the conduit 6,, and will there mix with the vaporized oil and air. Probably,

also, some dissociation of the steam will takeplace, especially if the coal chamber is highly heated; and in such event there will be a resultant production of carbonic oxid, carbonic acid, free hydrogen, etc, in small quantities, all of which will pass out with the steam through passage 26 for admixture with the vaporized oil and air in the conduit'6.

in any case, however, the .final gaseous mixture, whatever its composition may be, will escape through port 7 into pipe 9, which is not attached directly to the intake 10, but to a T-coupling 27, which is interposed between said intake and a pipe 28 which forms 7 part of or is immediately associated with,

the usual gasolene carbureter 29. The latter comprises a constant-level tank or chamber 30, to which is connected a jet 31 which projects into the open lower end of pipe 28,

gasolene being supplied to said tank for some suitable source through a pipe (Fig. 9). The branch of the T-coupling 27 to which pipe 9 is immediately connected is provided with a ported rotary valve 33 for controlling the passage of the gaseous mixture therethrough from the heavy oil carbureter 1, while the other branch is provided with a butterfly valve 34: having a connection 35 with a similar valve 36 mounts ed'in pipe 28, the arrangement being such that actuation of either of said valves8-land 36 will entail a synchronous operation of the other. Valves 37, 38 and 39 are also provided in the pipes 12, 25 and 32, respectively to control the passage or". the corresponding liquids therethrough. When valve 39 is by closing valve 37, the secondary air supply takes place through. the funnel S, conduit 6, port '1', pipe 9, etc; but when the carburetor l is in operation and the carburetor 29 is .cut out, men the secondary air is admitted throi'igh pipe 28. Hence in either case, the

secondary air" is supplied through the can bureter which is vatthat time inactive, the

coupling together of the two butterfly valves 3% and 36 enabling a single adjust ment to sutlice for both valves. 1

I claim as my invention 1. A carburetor for heavy-oil internal combustion engines, comprising a casing having inlet and outlet ports for the admission and escape of the hot exhaust gases'ot the engine; a tortuous vaporizing conduit in said casing around which said hot gases circulate, said conduit having'an air inlet at its inlet end and having its outlet end in communication with the intake manifoldor" the engine, whereby a suction action is exerted in the conduit; a reservoir for containing heavy oil connected to said casing adjacent the inlet end of said conduit and having a device associated with it for spraying the oil into said conduit end to mix with the air drawn thereinto; means for regulating the admission of air. through said conduit end; a chamber for containing coal located within said casing in advance of said conduit and exposed to the heating action of the hot gases circulating through said casing; and means for supplying water to the bottom of said chamber to be converted into steam by the heat thereof, said chamber being in communication at its top with the outlet end of said conduit, whereby the steam will be drawn intothe conduit for ad mixture with the mixture of air and vaporized oil passing therethrough by the suction action exerted in said chambeixfl 1 2. A carbureter' for heavy0il internal combustion engines, comprising a casing having inlet and outlet ports for the admission and escape of the hot exhaust gases oi the engine; a tortuous vaporizing conduit in said casing around which hot gases ing the admission of air through said conduit end; and means controlled by the suction ztctlon created in said conduit for drawing it current of steam into the conduit atthe outlet end thereof for admixture With the mixture oft 2111' and vaporized heavy 011 passing through the condult. 

